Internal combustion engine



April. 3%, 193, D. J. CAMPBELL INTERNAL COMBUSTION ENGINE Filed Oct. 24, 1932 5 Sheets-Sheet 1 Aprifi 3Q, H935. D. J. CAMPBELL I INTERNAL COMBUSTION ENGINE Filed Oct. 24, 1932 5 Sheets-Sheet 2 Elongkd @mgzvbelk 4 3/ Q 0mm priil w, 1935.. D. J. CAMPBELL 1,999,440

INTERNAL COMBUSTION ENGINE Filed m. 24, 19:52 a Sheets-Sheet 3 game, i

dictated Apr. 30, i93

nr'rsnmu. concussion ENGM Donald 3. Campbell,

Spring we Township,

Gttawa County, Mich assignor to Camp Wyant & Cannon Foundry Company, Muskegon Heights, Mich, a

corporation of Michigan I Application October 24, 1932, Serial No. 839,218

invention relates to internal combustion engines, and is particularly concerned with improvements in such engines of the Diesel or semi- Diesel type where the fuel is injected into very highly compressed air within a combustion chamber, the air having its temperature raised if a point where it will spontaneously ignite the ue a In the present invention'it is designed to produce a more nearly perfect combustion of the i'uel charge and increase the power of output for a given size engine; also to eliminate smoke, carbon and the likefrom the exhaust products oi combustion when the same are discharged from the engine. It is particularly designed that the iuei charge entering into the compressed air it: i with pure air freed from any products of combustion produced by the preceding explosion.

Other objects and purposes than those enumerated will be apparent upon an understanding oi the invention had from the following description, taken in connection with thesecompanying drawings, in which,

Fig. l is a fragmentary vertical section of the upper portion ofan engine made in accordance with my invention, and taken on the plane of line Il-fl of Fig. 3.

Fig.2 is a fragmentary underplan view of the engine covering head over the cylinder of the engine.

Fig. 3 is a plan view of the engine coverin head for a single cylinder engine. 3

Fig. 4 is a vertical section substantially on the plane of line -4 of Fig. 3.

Fig. 5 is a horizontal section-substantially on the plane of line 5-8 of Fig. l, and

Fig. 8 is a vertical section through a modified form of cylinder covering head construction.

The section lines are all taken as looking in the directions indicated by the arrows, and like reference characters refer to like parts as indicated in the drawings.

In the illustration in the drawings, the invention is shown as applicable to a single cylinder though it is, of course, to be understood that for multiple cylinder engines the construction with respect to each cylinder ismerely duplicated. The cylinder I has an inner cylinder sleeve 2 and space 3 for-water circulation therebetween as shown in Fig. l. and within thesleeve 2, a piston l is mounted for reciprocation.

The covering head I for the cylinder is a casting cored out to provide water circulation chambers and es 0 and secured to the cylinder by means of the usual cap screws --l. At the central portion of the head directly over the center of the cylinder a combustion chamber receiving member 8 is integrally cast with the head, in which a separable combustion chamber member 8 is adapted to be secured. This combustion chamher 9 is formed at its inner side with a plurality of spiral grooves i0 separated by ribs. The lower end of the member 9 is open and the lower side of the head 8 is open to correspond and has downwardly and outwardly flared conical sides in which tangential grooves i i" are made, the pur pose of which will be hereafter pointed out.

The combustion chamber member t is detachably secured and held in place within its receiving member 3 by an auxiliary head it located over and bearing on the same and secured to the head 5 by screws la. head carries an injection means is used with Diesel engines by means of which liquid or other suitable fuel may be pumped and injected into the combustion I chamber 9.

The auxiliary head it also is supplied with an air inlet valve "at the lower end of a valve stem I! which is guided through a guide sleeve It, the valve being normally held in closed position, as shown in Fig. 1, by a relatively heavy compression spring ll.

To operate and open it is operated by the usual and well known cam shaft of the engine, guided through a verticalguide i9, preferably integral with the head I, and at a short distance below its upper end, equipped with a collar 20 which has downwardly and outwardly inclined conical sides. The outter end of the valve stem It is borne against by the free end of one arm ii of a pivotally mounted lever. the other arm 22 of which extends alongside the upper portion of the rod IO and carries a roller 23 at its outer end which rides against the inclined outer sides of the collar 20. whereby on upward movement of rod I8 the arm M is turned in a counterclockwise direction opening the valve ll.

The upper end of the rod it bears against the underside of the outer end of an arm 24 of a second lever pivotally mounted on and above the engine head. it having a second arm it, the free end of which carries an adjustable screw 20 to bear against the upper end of a valve stem 2'! which, likewise, is normallyheld in upper position by a coiled spring 28 and which is vertically guided through .a guide sleeve 29. The lower end of the stem carries a valve 30 located in the lower side of the head t, whereby air can be drawn into the valve ll a vertical rod the valve ll into the combustion chamber.

Each cylinder is also equipped with two exhaust valves, preferably, each at the lower end of a valve stem 3| held in upper position normally by a spring 32. The upper ends of the stems iii are underneath the lower side of an arm 33 of a pivotally mounted lever, the oppositely extending arm 34 of which, at its outer end, comes above a second rod 35 (Fig. 5), similar to the rod l8,

and similarly actuated by the rotating camshaft of the engine. The head 5 is provided with an air inlet port 36 to carry air so that the same may pass by the valve at the lower end of the stem 21 when the valve is opened; and the auxiliary head I! is provided with a branch port 36a so that the air may come to the opening normally closed by the valve It for passage of air into the combustion chamber when valve I4 is moved to open position. Likewise there is an exhaust passage 31 for carrying away the products of combustion when the same pass by the exhaust valves on opening the same.

In the operation of the engine, during the downward suction stroke of the piston l, the main air valve at the lower end of stem 21 is opened and, simultaneously, valve I4 is opened whereby air is drawn into the cylinder and simultaneously into the combustion chamber 9. The smaller supply of air drawn into the combustion chamber 8 serves to cleanse and scavenge the combustion chamber of any gaseous products of combustion which remain in the chamber from a previous explosion. When the piston 4 reaches its lowermost point of movement on the suction stroke the valves are closed, and on the succeeding upward stroke of the piston the air is very heavily compressed with a consequent raising of the temperature of the air to a very high degree. Substantially at the extreme upward movement of the piston and at the highest point of compression of the air, fuel is injected into the combustion chamber through the injection means it and is spontaneously ignited. The piston l thereupon 'moves downward in the working stroke of the engine and the burning mixture of fuel and air passes from the combustion chamber into the cylinder. By reason of the swirling movement given to the burning charge from the spiral grooves Ill and the radial downwardly and outwardly extending grooves ll described, the burning charge is spread completely over the upper side of the piston and continues its burning until the fuel is consumed with an increased degree of combustion to more nearly attain perfect combustion. The scavenging of previous products of combustion from the combustion chamber insures a better and more perfect combustion of the mixed air and fuel than would otherwise take place, this resulting in higher efliciency of the engine.

In Fig. 6 the removable and replaceable combustion chamber member 9 is replaced by an internal combustion chamber member 9a cast with the head 5, it having the spiral grocves It at the inner side, open at its bottom and joining with the downwardly and outwardly flared and grooved inlet to the cylinder. It is preferred to make the combustion chamber a separate member, as shown in Fig. 1, in order that the same may be replaced when necessary, it being apparent that the very high temperatures to which the combustion chamber is subjected may eventually cause the same to burn out or crack so that ready and easy replacement is very desirable. This combustion chamber 9 is made of a high heat resisting material so that its effective life is lengthened but at the best its effective life is not likely to equal that of the other parts of the engine so that replacement at times is desired.

The construction described is very practical and efficient, readily manufactured and with which substantially homogeneous intermixture of the fuel with pure air and a substantially perfect or at least a very much increased degree of fuel combustion is attained. The invention is defined in the appended claims and is to be considered comprehensive of all forms of structur coming within their scope.

I claim:

1. In a construction of the class described, two valves, springs for closing the valves, a lever of the first class having one end riding against one of said valves to open the same upon movement of the lever, a reciprocatable rod engaging the other end of the said lever to operate the same, a collar attached to the reciprocatable rod, said collar having an outwardly extending surface and a second lever of the first class having one end engaging the other of said valves and the other end riding against the said outwardly extending surface.

2. A construction as recited in claim 1 in which the collar is of conical shape.

DONALD J. CAMPBELL. 

